JP2010000884A - Control device for hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To reduce energy cost in a hybrid vehicle for charging an on-vehicle battery from a power supply source outside the vehicle. <P>SOLUTION: A control device for the hybrid vehicle calculates estimated necessary energy necessary when the vehicle travels a scheduled route in an EV priority mode for preferentially generating driving power of the vehicle with an MG102 by supplying electric power from a battery 107 to the MG102 (S206), and calculates electric power (externally charged energy) supplied from the power supply source (S207). Then, the control device determines whether the estimated necessary energy can be satisfied by the externally charged energy before starting traveling (S208). When determining that the estimated necessary energy cannot be satisfied by the externally charged energy, the control device performs an EV/power generation mode in which engine power generation is performed at a point where a power generation efficiency is high as much as possible among the whole scheduled routes by inputting drive power of an engine 101 to the MG102 to compensate for energy shortage, while the EV priority mode is set at the other points (S211). <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a control device for controlling a hybrid vehicle using an engine and a motor as a driving force source, and more particularly to a control device for a hybrid vehicle capable of charging an in-vehicle battery from a power supply source outside the vehicle.

  A hybrid vehicle using an engine and a motor as a driving force source is known. As this hybrid vehicle, there is a hybrid vehicle capable of charging an in-vehicle battery from a power supply source outside the vehicle. This hybrid vehicle generally includes a connector and a cable, and obtains electric power from the outside of the vehicle by inserting the plug into a power supply port such as a household outlet. Therefore, it is often called a plug-in hybrid vehicle. Also in this specification, a hybrid vehicle that can charge an in-vehicle battery from a power supply source outside the vehicle is hereinafter referred to as a plug-in hybrid vehicle.

  The power acquired by the plug-in hybrid vehicle from the outside of the vehicle is, for example, commercial power for home use, and the commercial power for home use is usually cheaper than the engine fuel such as gasoline. Therefore, the cost which a user must bear can be reduced, so that it drive | works more using the electric power acquired from the vehicle exterior. It can also reduce the number of trips to the gas station for refueling.

The plug-in hybrid vehicle of Patent Document 1 does not generate power by a motor generator using engine power until the battery accumulation state (hereinafter referred to as SOC) falls below a predetermined value, and stops the engine as much as possible. EV traveling mode is performed in which the vehicle travels mainly using electric power stored in the vehicle. This preferentially consumes electric power acquired from outside the vehicle, that is, energy at low cost. When the SOC falls below a predetermined value, the motor generator is driven using the power of the engine to generate electric power, and the HV running that runs while repeating charging and discharging so that the SOC falls within a preset upper and lower limit range. Run the mode.
JP 2007-62638 A

  The hybrid vehicle of Patent Document 1 executes the above-described HV traveling mode after traveling for a distance that can be traveled by the electric power charged by the external power source and after the SOC of the battery falls below a predetermined value. That is, in Patent Document 1, power generation for driving the motor generator using the power of the engine is not performed unless the SOC of the battery falls below a predetermined value.

  Here, when power is generated by driving the motor generator using the power of the engine, it is desirable that the fuel consumption required for power generation is as small as possible. However, the amount of fuel consumption required for power generation is affected by driving conditions such as vehicle driving force and vehicle speed.

  Therefore, as in Patent Document 1, the HV traveling mode is executed only after the SOC has fallen below a predetermined value, for example, a point where the power generation efficiency is in a traveling state in the first half of the traveling route. Is unevenly distributed, the opportunity to generate power with a small amount of fuel consumption is missed, and there is a problem that the cost of energy (fuel and electric power) required for the entire traveling cannot be minimized.

  The present invention has been made based on this situation, and an object of the present invention is to make it possible to further reduce energy costs in a hybrid vehicle that can charge an in-vehicle battery from a power supply source outside the vehicle. The purpose is to.

In order to achieve the object, the invention according to claim 1 includes an in-vehicle battery that includes an engine and a rotating electric machine as a driving force source, and that can transfer power to and from the rotating electric machine. A hybrid vehicle control device for controlling a hybrid vehicle that can be charged from a power supply source outside the vehicle,
External charging energy calculating means for calculating external charging energy which is electric power supplied from the power supply source, and driving electric power of the hybrid vehicle by preferentially supplying electric power from the in-vehicle battery to the rotating electric machine. The estimated required energy calculating means for calculating the estimated required energy that is estimated to be necessary when traveling on the planned travel route in the electric drive priority mode that is generated in the vehicle, and whether the estimated required energy can be covered by the external charging energy Energy comparison means for determining whether or not to start running,
When it is determined by the energy comparison means that the estimated required energy can be covered by the external charging energy, the electric drive priority mode is executed. Engine power generation that causes the rotating electrical machine to generate power by inputting a driving force to the rotating electrical machine is performed at a point where power generation efficiency is as high as possible in the entire planned travel route to cover the shortage of energy, and other points Then, the electric drive / power generation combined mode in which the electric drive priority mode is performed is executed.

  In the present invention, whether or not the estimated required energy estimated to be necessary when traveling on the planned travel route in the electric drive priority mode can be covered by the external charging energy is determined before starting the travel, and cannot be covered. If it is determined, engine power generation is performed at a point where power generation efficiency is as good as possible in the entire travel route. Therefore, the energy efficiency can be improved as compared with the technique of Patent Document 1 in which the power generation that drives the rotating electrical machine using the power of the engine is not performed until the SOC falls below a predetermined value, thereby reducing the energy cost. can do.

  Claim 2 is a case in which a reference cost index is provided as a reference value of a cost index when performing engine power generation in claim 1, and the engine power generation is performed in the electric drive / power generation combined mode. The cost power generation is sequentially calculated, and the engine power generation is performed only when the calculated cost index is lower than the reference cost index.

  In this way, if the engine power generation cost index reference value (reference cost index) is provided and the engine power generation cost index during actual traveling is compared with the reference cost index, it is determined whether or not to perform engine power generation. The cost for engine power generation can be reduced.

  According to a third aspect of the present invention, in the second aspect of the present invention, based on the estimation result of the traveling state estimating unit, the traveling state estimating unit that estimates the vehicle speed and the gradient when traveling on the planned traveling route for each predetermined time segment, Based on the estimated cost index determination means for determining the cost index as the estimated cost index when the engine power generation is performed in the time section, and the estimated cost index for each time section determined by the estimated cost index determination means Reference cost index determining means for determining the reference cost index is further included.

  By determining the reference cost index in this way, it is possible to set the reference cost index corresponding to the travel state estimated when traveling on the planned travel route. For this reason, an appropriate reference cost index corresponding to the planned travel route can be set, and therefore it is appropriate to determine whether or not to perform engine power generation using this reference cost index.

  According to a fourth aspect of the present invention, in the third aspect of the present invention, the reference cost index calculating means determines time segments in which the engine power generation is performed in order from the lowest estimated cost index determined by the estimated cost index determining means. When the total power of the engine power generation exceeds the shortage of the engine power generation, the highest estimated cost index among the estimated cost indices corresponding to the time segment for performing engine power generation is determined as the reference cost index.

  In this way, the power generated by the engine power generation is the minimum power that can travel along the planned travel route. Therefore, the power that can be charged next time from the power supply source outside the vehicle can be increased.

  A fifth aspect of the present invention provides the method according to any one of the second to fourth aspects, wherein the cost index includes a fuel consumption amount consumed by the engine when the rotating electrical machine travels without generating and driving, and the engine power generation. It is a value obtained by dividing the difference in fuel consumption consumed by the engine when traveling while performing the above operation by the power generated by the engine power generation. By using this cost index, the influence of engine power generation on fuel consumption can be quantified.

  A sixth aspect of the present invention is the engine power generation according to any one of the second to fifth aspects, based on a preset correspondence relationship indicating a change in the cost index with respect to a change in power generated in the engine power generation. A minimum value of the cost index is obtained, and electric power corresponding to the minimum value of the cost index is generated. In this way, the cost of engine power generation can be minimized.

  A seventh aspect of the invention is characterized in that, in any one of the first to sixth aspects, a vehicle driver is notified whether the electric drive priority mode is executed or the electric drive / power generation combined mode is executed. To do. In this way, when the electric drive / power generation combined mode is notified to the driver, the driver can recognize the reason why the engine starts despite the remaining battery level. The driver's uncomfortable feeling caused by starting the engine is suppressed.

  An eighth aspect of the present invention provides the method according to any one of the first to seventh aspects, wherein the external charging energy calculation means uses the electric power of the in-vehicle battery to generate driving power in the rotating electrical machine. When regenerative braking is performed by subtracting from external charging energy, electric power corresponding to regenerative braking power is added to the external charging energy, so that the external charging energy is sequentially updated while the vehicle is running. And In this way, even when the on-vehicle battery is charged by performing the engine power generation, the external charging energy can be accurately calculated. The electric power used by the in-vehicle battery to generate the driving power in the rotating electric machine is the total value of the driving power generated by the rotating electric machine and the driving loss of the rotating electric machine at that time, and the electric power corresponding to the regenerative braking power is The sum of the braking power (negative driving power) generated by the rotating electrical machine during regenerative braking and the driving loss of the rotating electrical machine at that time.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a diagram illustrating a main configuration of a plug-in hybrid vehicle (hereinafter simply referred to as a vehicle) 100 including a control device according to an embodiment of the present invention.

  The vehicle 100 includes an engine 101 and a motor generator (hereinafter referred to as MG) 102 as a driving force source. The engine 101 and the MG 102 are connected in series, and driving force or control is applied to driving wheels 106 via a differential 104. Transmit power.

  The transmission 103 shifts the rotation of the output shaft of the engine 101 and outputs it to the drive wheel 106 side. A clutch 105 is provided between the transmission 103 and the MG 102, and the clutch 105 switches the power supply between the output shaft of the transmission 103 and the rotation shaft of the MG 102.

  The battery 107 is, for example, a nickel metal hydride battery or a lithium ion battery, and the MG 102 is connected to the battery 107 and the MG-ECU 110 via the inverter 108. Inverter 108 supplies the power of battery 107 to MG 102 to cause MG 102 to generate a driving force, and charges battery 107 with the power generated by MG 102. When power is generated by MG 102, MG 102 is rotated using the power of engine 101, or MG 102 is rotated by the rotational power of drive wheels 106. When the MG 102 is rotated by the rotational power of the drive wheels 106, braking power corresponding to the generated power is generated.

  Inverter 108 operates based on a command from MG-ECU 110. The MG-ECU 110 sequentially detects the rotational speed of the MG 102 using a rotational speed sensor such as a resolver. Then, based on a command signal supplied from a hybrid ECU (hereinafter referred to as HV-ECU) 113 while detecting the rotational speed of MG 102, an inverter is generated so that MG 102 generates drive power or regenerative braking power indicated by the command signal. 108 is controlled.

  The HV-ECU 113 determines the power distribution ratio between the engine 101 and the MG 102 using the operation amount and vehicle speed input to the accelerator pedal 116 by the driver and the power distribution ratio determination map stored in advance. Then, based on the determined power distribution ratio, a power command value (command signal) is output to engine ECU 109 and MG-ECU 110.

  Further, the HV-ECU 113 detects an operation amount input to the brake pedal 117 by the driver from, for example, a master cylinder hydraulic pressure value that changes in accordance with the depressing force of the brake pedal 117, and based on the operation amount, calculates a necessary braking force. decide. Then, the regenerative braking power is determined based on the necessary braking force and vehicle speed and the relationship stored in advance, and a command signal instructing to generate the determined regenerative braking power is output to MG-ECU 110. The regenerative braking power may be determined by a brake ECU (not shown).

  Further, the HV-ECU 113 sequentially acquires information related to the state of the MG 102 such as the rotation speed of the MG 102 from the MG-ECU 110. Further, the temperature of the battery 107 detected by the temperature sensor 118 and the input / output current value of the battery 107 detected by the current sensor 119 are supplied to the HV-ECU 113, and the voltage of the battery 107 is also monitored. Based on these, the stored energy of the battery 107 is calculated by a known method. In the present embodiment, SOC (remaining capacity) is calculated as the stored energy.

  The engine / transmission ECU 109 controls the engine 101 and the transmission 103 so that the power output of the output shaft of the transmission 103 becomes the power command value according to the power command value and the vehicle speed input from the HV-ECU 113. If the power command value input from HV-ECU 113 is positive, engine / transmission ECU 109 turns on clutch 105 and connects engine 101 and MG 102. On the other hand, when the power command value input from HV-ECU 113 is zero, engine / transmission ECU 109 turns clutch 105 off to avoid dragging loss of engine 101 and transmission 103.

  A charger 115 is connected to the battery 107, and the charging connector 114 is inserted into a household power outlet, whereby the battery 107 is charged using household commercial power.

  The HV-ECU 113 is also connected to the navigation system 112, and the HV-ECU 113 and the navigation system 112 can transmit and receive information to and from each other. Then, the ECU of the navigation system 112 (hereinafter referred to as “navigation ECU”) determines whether the vehicle should travel in the EV priority mode or the EV / power generation combined mode before the travel starts. HV-ECU 113 travels in the travel mode determined by navigation ECU.

  Here, the EV priority mode is a mode corresponding to the electric drive priority mode of the claims, and the required drive power is preferentially generated in the MG 102 by supplying power from the battery 107, and the MG 102 is driven at the maximum. This is a control mode in which the engine 101 is driven when the driving power is insufficient even when torque is generated. On the other hand, the EV / power generation combined mode is a mode corresponding to the electric drive / power generation combined mode of the claims, and performs power generation in a travel section where the cost for power generation is smaller than a predetermined reference value, and other travel sections. Is a control mode for performing the above-described EV priority mode.

  FIG. 2 shows a main control flow executed when the travel mode is determined and the vehicle travels in the travel mode. Steps S201 to S208 and S210 are executed by the navigation ECU, and steps S209, S211 and S212 are executed by the HV-ECU 113.

  Step S201 is executed before the vehicle 100 starts traveling after the charging connector 114 is removed from the power outlet. In step S201, a planned travel route to the destination is set. The planned travel route to the destination can be set using various known route search methods. Further, the destination may be determined by a user operation, or the navigation ECU may automatically determine from the current position, date and time.

The subsequent step S202 corresponds to the traveling state estimating means in the claims, and the vehicle speed and gradient (estimated vehicle speed V (t), estimated gradient θ (t)) estimated when traveling on the planned traveling route set in step S201 are calculated. , Estimation is performed for all times t = t _i (i = 1 to n). i is an integer from _{1 to n} , and t1 to tn represent the time of each step obtained by dividing the scheduled travel route by equal time steps (for example, 0.5 seconds). Estimated vehicle speed V (t) can be stored in a database inside the navigation system when the vehicle has traveled on the planned travel route at approximately the same time in the past, and this can be used or The vehicle speed history, traffic jam information, etc. of other vehicles stored in the server may be acquired via wireless communication or the like, and estimated based on this. Further, the estimated gradient θ (t) is obtained at each time t _{i that} can be estimated from the gradient data stored in the map database inside the navigation system or the gradient data obtained by communication with an external server and the estimated vehicle speed V (t). And position.

In step S203, the estimated vehicle speed V estimated in step S202 (t), the estimated slope with θ (t) of, for estimating the estimated required driving power Pw_est a (t) for all times t = t _i. The estimated required drive power Pw_est (t) is an estimated value of drive power required for the vehicle 100 when traveling on the planned travel route.

The estimated required drive power Pw_est (t) is a product of the drive force and the vehicle speed, and the drive force is represented by the sum of acceleration resistance, road surface resistance, air resistance, and gradient resistance of the vehicle 100. Therefore, the estimated required drive power Pw_est (t) can be obtained from the following equation 1. In the following formula 1, the vehicle acceleration acc (t) is obtained from the inclination of the estimated vehicle speed V (t).
(Equation 1) Pw_est (t) = (W × acc (t) + μr × W + μ1 × A × V (t) × V (t) + W × g × sinθ (t)) × V (t)
(μr: Rolling resistance coefficient, μ1: Air resistance coefficient, A: Front projected area, W: Total vehicle weight, g: Gravity acceleration, θ: Gradient, acc (t): Vehicle acceleration)
In step S204, determine an estimated driving power Ed_est (t) for all times t = _{t i.} This estimated drive power Ed_est (t) is power required when the estimated required drive power Pw_est (t) estimated in step S203 is covered by the MG 102 within a range not exceeding the maximum drive torque of the MG 102.

When Pw_est (t)> 0, the estimated drive power Ed_est (t) can be obtained from Equation 2 below.
(Equation 2) Ed_est (t) = min ((Pw_est (t) + Loss_mg (ωmg (t), Tmg (t)))),
(Tmax_d (ωmg (t)) × ωmg (t) + Loss_mg (ωmg (t), Tmax_d (ωmg (t)))))
Here, min (x, y) is a function that outputs the smaller of x and y.
ωmg (t) is the angular velocity of the MG 102 at the estimated vehicle speed V (t), and can be calculated from ωmg (t) = V (t) ÷ r_tire × (the reduction ratio of the differential 104), where r_tire is the tire radius.
Tmg (t) is the MG torque (drive side is positive) at the estimated vehicle speed V (t) and estimated drive power Pw_est (t), and can be calculated from Tmg (t) = Pw_est (t) / ωmg (t) .
Loss_mg (ω, T) is the drive loss of the MG 102 at the rotational speed ω and torque T (drive side is positive), and is obtained from a map determined by measuring in advance.
Tmax_d (ω) is the maximum driving torque of the MG 102 at the rotational speed ω, and this is also measured in advance.
When Pw_est (t) ≦ 0, it is not necessary for the MG 102 to generate drive power, so Ed_est (t) = 0.

In step S205, determine an estimated regenerative electric power Er_est (t) for all times t = _{t i.} The estimated regenerative electric power Er_est (t) is a negative estimated required driving power Pw_est when the deceleration power is estimated to be necessary, that is, when the estimated required driving power Pw_est (t) estimated in step S203 is negative. (t) is the regenerative power when the MG 102 collects it within a range not exceeding the maximum absorption torque of the MG 102.
Since regeneration is not possible when Pw_est ≧ 0, the estimated regenerative power Er_est (t) is zero.
When Pw_est <0, the estimated regenerative power Er_est (g) can be obtained from Equation 3 below.
(Equation 3) Er_est (t) = min ((-Pw_est (t)-Loss_mg (ωmg (t), Tmg (t)))),
(-Tmax_r (ωmg (t)) × ωmg (t)-Loss_mg (ωmg (t), Tmax_r (ωmg (t)))))
Here, Tmax_r (ω) is an MG torque when the MG 102 at the rotational speed ω absorbs the maximum deceleration power, and is measured in advance. Since the driving side is positive, Tmax_r (ω) takes a negative value.

  FIG. 3 shows an example of the estimated vehicle speed V (t), estimated required drive power Pw_est (t), estimated drive power Ed_est (t), and estimated regenerative power Er_est (t) calculated in steps S202 to S205. As shown in FIG. 3, when the estimated required drive power Pw_est (t) is positive, the estimated drive power Ed_est (t) is a positive value, while the estimated required drive power Pw_est (t) is estimated at a negative time. The regenerative power Er_est (t) is a positive value.

  Returning to FIG. 2, in step S206, the estimation required energy Enrg_dem is calculated. This step S206 corresponds to the estimated required energy calculating means. This estimated necessary energy Enrg_dem is obtained from the following equation 4.

  As can be seen from Equation 4, the estimated required energy Enrg_dem is obtained by multiplying a value obtained by subtracting the estimated regenerative power Er_est of the entire travel route from the estimated drive power Ed_est of the entire travel route by a time step (for example, 0.5 seconds). is there. Therefore, this estimated necessary energy Enrg_dem is supposed to cover the driving power necessary for traveling all of the planned traveling route with the power of the MG 102 within the performance range of the MG 102 (a range not exceeding the maximum driving torque of the MG 102). In this case, the electric power that can be recovered by regeneration on the planned travel route within the performance range of the MG 102 (the range not exceeding the maximum absorption torque of the MG 102) is meant.

In step S207, energy (hereinafter referred to as external charging energy) Enrg_plug charged from a household power source that is a power source external to the vehicle using the charger 115 is calculated. The external charging energy Enrg_plug is performed by adding the external charging energy ΔEnrg_plug charged this time to the remaining amount of the external charging energy Enrg_plug at the end of the previous run (the calculation method will be described later). That is, the external charging energy Enrg_plug is calculated from the following formula 5. The external charging energy ΔEnrg_plug charged this time is performed by the HV-ECU 113 sequentially monitoring the state of the charger 115 and integrating the energy charged by the charger 115. Further, the external charging energy calculating means in the claims includes step S207, step S508 in FIG. 5 to be described later, and step S610 in FIG.
(Formula 5) Enrg_plug = Enrg_plug + ΔEnrg_plug at the end of the previous run

    In step S208 corresponding to the energy comparing means in the claims, it is determined whether or not the external charging energy Enrg_plug calculated in step S207 is equal to or larger than the estimated required energy Enrg_dem calculated in step S206. When the external charging energy Enrg_plug is equal to or greater than the estimated necessary energy Enrg_dem (in the case of YES), it can be estimated that the electric energy necessary for traveling on the planned traveling route can be covered by the external charging energy. In this case, the process proceeds to step S209, and the HV-ECU 113 travels in the control mode 1 in which the control in the aforementioned EV priority mode is performed. Details of the control mode 1 will be described later.

  On the other hand, if the determination in step S208 is NO, that is, if the external charging energy Enrg_plug is smaller than the estimated required energy Enrg_dem, the electric energy necessary for traveling on the planned travel route cannot be covered only by the external charging energy. Proceeding to S210, a reference power consumption Ds, which is an index for determining whether or not the running state is to be charged, is calculated. Thereafter, the process proceeds to step S211, and the HV-ECU 113 travels in the control mode 2 in which the control in the EV / power generation combined mode is performed. In addition, the calculation method of the reference | standard electricity consumption Ds in step S210 and the detail of the control mode 2 are mentioned later.

  At the start of execution of step S209 or step S211, the control mode to be executed in step S209 or step S211 is displayed on the screen of the navigation system 112 (step S212).

  FIG. 4 is a diagram showing an example in which the control mode is displayed on the screen of the navigation system 112, where (a) is an EV priority mode, and (b) is an example in which the EV / power generation combined mode is displayed.

  Next, details of the control mode 1 (EV priority mode) executed in step S209 will be described. FIG. 5 is a flowchart showing processing in the control mode 1 (EV priority mode).

  First, in step S501, power (required drive power) Pw necessary for driving the vehicle 100 is calculated from information on the operation amount of the accelerator pedal 116, the operation amount of the brake pedal 117, and the vehicle speed V. More specifically, the required drive torque is determined from the operation amount of the accelerator pedal 116 or the operation amount of the brake pedal 117 using a required drive torque determination map stored in advance. Then, the rotational speed of the drive wheel 106 is calculated based on the vehicle speed V, and the required drive power Pw is calculated by multiplying the rotational speed by the required drive torque. The required drive power Pw is positive on the drive side.

  In a succeeding step S502, it is determined whether or not the required driving power Pw calculated in the step S501 is zero or more (driving side). If the required driving power Pw is greater than or equal to zero (YES determination) in step S502, the process proceeds to step S503, and if the required driving power Pw is smaller than zero (NO determination), the process proceeds to step S509.

  In step S503, the required drive power Pw calculated in step S501 is compared with the MG maximum drive power that is the maximum drive power that the MG 102 can currently generate. The MG maximum driving power is obtained by determining the maximum torque of the MG 102 at the current angular velocity of the MG 102 using a map measured in advance, and multiplying the current angular velocity of the MG 102 by the maximum torque determined from the map. However, the MG maximum driving power is set to an upper limit value when the MG 102 is driven with a predetermined maximum output power of the battery. Further, when the SOC of battery 107 falls below a predetermined lower limit value, MG 102 cannot be driven by battery 107, so the MG maximum drive power is set to zero.

  If the required drive power Pw is less than or equal to the MG maximum drive power (in the case of YES) in step S503, the command power Pe to the engine 101 is supplied to the engine 101 in step S504 because all of the required drive power Pw can be covered by driving the MG 102. Set to zero. Therefore, in this case, the engine is stopped. After executing step S504, in step S505, the command power Pmg to the MG 102 is set to the required drive power Pw.

  If the required drive power Pw is larger than the MG maximum drive power in step S503 (in the case of NO), the MG command power Pmg is set to the MG maximum drive power in step S506, and in step S507, the required drive power Pw is The driving power (Pw-Pmg) that cannot be covered by the MG 102 is set to the engine command power Pe.

  If Pw <0 (braking side) in step S502, the engine command power Pe is set to zero in S509, and the driving power (becomes braking power because Pw <0) is set in S510. Thereafter, the process proceeds to step S508.

In step S508 executed after step S505, S507, or S510, the external charging energy Enrg_plug is updated. Specifically, if the required drive power Pw is greater than zero (YES in step S502), the current MG command power Pmg is subtracted from the external charging energy Enrg_plug. On the other hand, when the required drive power Pw is less than or equal to zero (when step S502 is NO and power is generated by regeneration), it is assumed that a part of the external charging energy consumed by the MG 102 for vehicle travel has been recovered. The regenerated energy is added to the external charging energy Enrg_plug. Thereby, the external charging energy Enrg_plug is updated. Summarizing these calculations, in step S508, the external charging energy Enrg_plug is updated by the calculation of the following Expression 6.
(Formula 6) Enrg_plug (current value) = Enrg_plug (previous value)-(Pmg + Loss_mg (ωmg_n, Tmg_n))
ωmg_n: current angular velocity of MG102,
Tmg_n: Current torque of MG102 (Tmg_n = Pmg / ωmg_n)
However, the minimum value of Enrg_plug is zero, and when the above expression is negative, Enrg_plug (current value) = 0.

  After the process of step S508, the HV-ECU 113 commands the engine / transmission ECU 109 with the engine command power Pe, and commands the MG-ECU 110 with the MG command power Pmg (step S511).

  Next, details of the control mode 2 (EV / power generation combined mode) executed in the above-described step S211 will be described. FIG. 6 is a flowchart showing processing in the control mode 2 (EV / power generation combined mode).

  Steps S601 and S602 are the same processes as steps S501 and S502, respectively. In step S603, the power generation cost D in the current running state is calculated, and the optimum power generation cost Dopt and the optimal power generation power Eopt are determined based on the power generation cost D.

  The power generation cost D is the engine 101 when the MG 102 generates power with respect to the fuel consumption of the engine 101 when the power transfer between the MG 102 and the battery 107 is zero (that is, the fuel consumption when the engine 101 runs alone). The increase in fuel consumption is divided by the generated power Egen.

  That is, the power generation cost D is the ratio of the fuel increase amount to the power supplied from the MG 102 to the power supply system. Therefore, the smaller the power generation cost D, the smaller the fuel consumption per unit of power required for power generation, and more efficient power generation can be achieved. Therefore, by calculating the power generation cost D, the fuel cost for power generation can be calculated quantitatively. Note that the power supply system means a system including the battery 107 and a device that operates with electric power supplied from the battery 107.

Here, since the increment of the fuel consumption varies depending on the generated power Egen, the generated power cost D and the generated power Egen are expressed by the following equation (7).
(Equation 7) D (Egen) = (Increase in fuel consumption when generated power Egen) / (Generated power Egen)
The increase in fuel consumption is at the operating points of the engine 101 and MG102, which are determined when the driving power of the axle is the required driving power Pw and the power supplied from the MG 102 to the power supply system (that is, the generated power of the MG 102) Egen, respectively. Obtained by calculating the difference (Fg1−Fg0) between the fuel consumption amount Fg1 and the fuel consumption amount Fg0 at the engine operating point determined when all of the required drive power Pw is generated in the engine 101, assuming that the power generation in the MG102 is zero. It is done.

  FIG. 7 illustrates the relationship between the power generation cost D and the generated power Egen generated by the MG 102. The calculation method of the optimal power generation cost Dopt and the optimal power generation power Eopt will be described with reference to FIG. In FIG. 7, the maximum value (maximum generated power) of the generated power Egen is the smaller of the maximum generated power at the current rotation speed of the MG 102 or the predetermined maximum charged power of the battery 107. FIG. 7 shows the result of calculating the power generation cost D for each generated power Egen by continuously changing the generated power Egen of the MG 102 from zero to the maximum generated power. As described above, since the power generation cost D is preferably as small as possible, the minimum value of the power generation cost D is set as the optimum power generation cost Dopt in the relationship of FIG. The generated power at the optimal power generation cost Dopt is set as the optimal generated power Eopt.

  After determining the optimal power generation cost Dopt and the optimal power generation power Eopt in this way, it is determined in step S604 whether or not the optimal power generation power cost Dopt is larger than the standard power consumption Ds calculated in step S210 (of the standard power consumption Ds). The calculation method will be described later).

  If the optimum power generation cost Dopt is greater than the standard power consumption Ds in step S604 (in the case of YES), it can be determined that low-cost power generation below the standard power consumption Ds cannot be performed. In this case, the process proceeds to step S605, and similarly to the control mode 1, the MG 102 performs control for preferentially generating drive power. Therefore, S605 is the same as S503, S606 is S504, S607 is S505, S608 is S506, S509 is S507, and S610 is S508.

  If it is determined in step S604 that the optimum power generation cost Dopt is smaller than the standard power consumption Ds (in the case of NO), it can be determined that power generation can be efficiently performed at a cost lower than the standard power consumption Ds. In this case, the process proceeds to step S611.

In step S611, the power (MG power generation power) Popt necessary for the MG 102 to generate the optimal generated power Eopt is calculated from the following equation (8).
(Formula 8) Popt = ωmg_n × Tmg_map (ωmg_n, Img_opt)
Tmg_map (ω, I): MG power generation torque with respect to the rotational speed ω and power generation current I, which is obtained from a map determined by measurement in advance.
Img_opt = Eopt / Battery voltage

  In the subsequent step S612, the sum of the requested drive power Pw and the MG power generation power Popt is set as the engine command power Pe. Thus, engine 101 provides driving power for vehicle 100 and driving power necessary for power generation by MG 102.

  In a succeeding step S613, (-1) × Popt is set to the MG command power Pmg. Here, the sign is reversed because the MG power generation power Popt is positive on the power generation side and the MG command power Pmg is negative on the power generation side. When executing this step S613, the external charging energy Enrg_plug does not change, so the process proceeds directly to step S616 without executing step S610.

  If NO is determined in step S602, the process proceeds to step S614. Step S614 is the same as step S509, and step S615 is the same as step S510. After the processing of step S610 or step S613, the process proceeds to step S616. In step S616, engine command power Pe is commanded to engine / transmission ECU 109, and MG command power Pmg is commanded to MG-ECU 110.

  Next, details of the calculation method of the reference electricity cost Ds executed in step S210 described above will be described. FIG. 8 is a flowchart showing the calculation process of the reference electricity cost Ds.

First, in step S801, estimation at each future time t = t _i (i = 1 to n) from the estimated vehicle speed V (t) estimated in step S202 and the estimated required driving power Pw_est (t) estimated in step S203. The optimum power generation cost Dopt_est (t) and the estimated optimum power generation Eopt_est (t) are obtained. This step S801 corresponds to estimated cost index determination means in the claims.

  The estimated optimum power generation cost Dopt_est and the estimated optimum power generation power Eopt_est are only different depending on whether the current value (actual value) or the future estimated value is used as an input, and the calculation method is the optimum power generation cost Dopt and the estimated power generation cost Dopt in step S603. Since it is the same as the calculation method of the optimal generated power Eopt, detailed description is omitted and only a brief description is given.

FIG. 9 illustrates the relationship between the estimated power generation cost D (t _i ) and the estimated power generation Egen (t _i ) at a certain time t _i . In the relationship of FIG. 9, the minimum value of the estimated power generation cost D is assumed to be the estimated optimum power generation cost Dopt_est (t _i ), and the estimated power generation at the estimated optimum power generation cost Dopt is assumed to be the estimated optimum power generation power Eopt_est (t _i ). FIG. 10 is a diagram illustrating the estimated optimum power generation cost Dopt_est (t), the estimated optimum generated power Eopt_est (t), and the estimated vehicle speed V (t) determined in this way.

  In step S802, power generated by the MG 102 by inputting the power of the engine 101 to the MG 102, that is, power generation energy Enrg_gen, which is energy generated by engine power generation, is reset to zero. In step S803, the index variable j is reset to 1.

  In step S804, it is determined whether the index variable j is equal to or less than the number of samples (the number of sample times). If this determination is NO, that is, if the index variable j exceeds the number of samples, the process proceeds to step S809 described later. If YES, that is, if the index variable j is equal to or less than the number of samples, the process proceeds to step S805.

  In step S805, the j-th estimated optimum power consumption Dopt_est is searched for a time t = tk, and it is assumed that the engine power generation is performed at the time t = tk, and the engine at the estimated optimum generated power Eopt_est (tk) at t = tk. The energy (Eopt_est (tk) × t sampling time) estimated to be obtained by performing power generation is added to the power generation energy Enrg_gen.

  In the subsequent step S806, the sample time of estimated drive power Ed_est (tk) × t at t = tk is subtracted from the estimated required energy Enrg_dem. This is because, assuming that power generation is performed at t = tk, the MG 102 is not used as a driving force source at this time. Therefore, in order to generate driving power in the MG 102, electric power (ie, power from the battery 107 to the MG 102) This is because there is no need to supply energy.

  In the subsequent step S807, it is calculated whether the energy balance in the entire travel is positive as a result of the increase in the generated energy Enrg_gen by the process in step S805 and the decrease in the estimated required energy Enrg_dem in step S806. Specifically, it is determined whether the sum (Enrg_gen + Enrg_plug) of the generated energy Enrg_gen and the external charging energy Enrg_plug is larger than the estimated required energy Enrg_dem.

  If the determination in step S807 is no, j is incremented by 1 in step S808, and then step S804 is executed again. When the determination in step S804 is YES again, the generated energy Enrg_gen is increased (S805) and the estimated required energy Enrg_dem is decreased (S806).

  If the determination in step S807 is YES, the process proceeds to step S809 corresponding to the reference cost index determination means in the claims, and the reference power cost Ds is estimated at the time t = tk at which the j-th estimated optimum power generation cost Dopt_est (tk) is small. Set to the optimal power generation cost Dopt_est (tk).

  If the reference power consumption Ds is set in this way, the engine power generation may be performed only at a time when power generation can be performed with a power generation cost D lower than the reference power consumption Ds. At other times, the control similar to the control mode 1 is performed. It can be said that it will be possible to do. Therefore, in the process of the control mode 2 shown in FIG. 6, engine power generation is performed only when the power generation cost D is smaller than the reference power cost Ds.

  Moreover, since engine power generation is performed only when the power generation cost D is smaller than the standard power consumption Ds, power generation is performed with low fuel consumption regardless of whether the section that can generate power with low fuel consumption is the first half or the second half of the planned travel route. Engine power generation can be performed in a possible section. Therefore, the cost required for traveling can be further reduced.

  As mentioned above, although embodiment of this invention was described, this invention is not limited to the above-mentioned embodiment, It can implement in various changes within the range which does not deviate from a summary.

It is a figure which shows the principal part structure of the plug-in hybrid vehicle 100 provided with the control apparatus used as embodiment of this invention. It is a figure which shows the main control flow performed when driving | running by the determination of driving mode and the driving mode. FIG. 3 is a diagram illustrating an example of estimated vehicle speed V (t), estimated required drive power Pw_est (t), estimated drive power Ed_est (t), and estimated regenerative power Er_est (t) calculated in steps S202 to S205 of FIG. It is a figure which shows the example by which the control mode is displayed on the screen of the navigation system 112, (a) is EV priority mode, (b) is an example by which EV and electric power generation combined mode are displayed. It is a flowchart which shows the process of the control mode 1 (EV priority mode) performed by step S209 of FIG. It is a flowchart which shows the process of the control mode 2 (EV and electric power generation combined mode) performed by step S211 of FIG. It is a figure which illustrates the relationship between the electric power generation cost D and the electric power generation Egen which MG102 produces | generates. It is a flowchart which shows the calculation process of the reference | standard electricity cost Ds. It is a figure which illustrates the relationship between the estimated power generation cost D (t _i ) and the estimated power generation power Egen (t _i ) at a certain time t _i . FIG. 4 is a diagram illustrating an example of an estimated optimum generated power cost Dopt_est (t), an estimated optimum generated power Eopt_est (t), and an estimated vehicle speed V (t).

Explanation of symbols

DESCRIPTION OF SYMBOLS 100: Plug-in hybrid vehicle, 101: Engine, 102: Motor generator (MG), 103: Transmission, 104: Differential, 105: Clutch, 106: Drive wheel, 107: In-vehicle battery, 108: Inverter, 109: Engine / Transmission ECU, 110: MG-ECU, 112: Navigation system, 113: Hybrid ECU (HV-ECU), 114: Charging connector, 115: Charger, 116: Accelerator pedal, 117: Brake pedal, 118: Temperature sensor, 119: Current sensor, S202: Traveling state estimating means, S206: Estimated required energy calculating means, S207, S508, S610: External charging energy calculating hand , S208: energy comparison means, S801: estimated cost index determination means, S809: the reference cost index determination means

Claims (8)

An in-vehicle battery that includes an engine and a rotating electric machine as a driving force source and that can exchange electric power with the rotating electric machine, and that can be charged from an electric power supply source outside the vehicle. A hybrid vehicle control device for controlling a hybrid vehicle capable of
External charging energy calculating means for calculating external charging energy which is electric power supplied from the power supply source;
It is estimated that it is necessary when traveling on the planned travel route in the electric drive priority mode, which is a mode in which the driving power of this hybrid vehicle is generated in the rotating electrical machine by preferentially supplying power to the rotating electrical machine from the in-vehicle battery. Estimated required energy calculating means for calculating required estimated energy;
Energy comparison means for determining whether or not the estimated required energy can be covered by the external charging energy before starting running;
When it is determined by the energy comparison means that the estimated required energy can be covered by the external charging energy, the electric drive priority mode is executed. Engine power generation that causes the rotating electrical machine to generate power by inputting a driving force to the rotating electrical machine is performed at a point where power generation efficiency is as high as possible in the entire planned travel route to cover the shortage of energy, and other points Then, the hybrid vehicle control device that executes the electric drive / power generation combined mode in which the electric drive priority mode is performed. In claim 1,
A reference cost index is provided as a reference value of the cost index when performing the engine power generation,
In the electric drive / power generation combined mode, the cost index when the engine power generation is performed is sequentially calculated, and the engine power generation is performed only when the calculated cost index is lower than the reference cost index. A hybrid vehicle control device. In claim 2,
Traveling state estimating means for estimating the vehicle speed and gradient when traveling along the planned traveling route for each predetermined time interval;
Based on the estimation result of the traveling state estimation means, estimated cost index determination means for determining the cost index as an estimated cost index when the engine power generation is performed in each time segment;
The hybrid vehicle control apparatus further comprising reference cost index determination means for determining the reference cost index based on the estimated cost index for each time segment determined by the estimated cost index determination means. In claim 3,
The reference cost index calculating means determines time segments for performing the engine power generation in descending order of the estimated cost index determined by the estimated cost index determining means, and the shortage of energy is determined by the total power of the engine power generation. A hybrid vehicle control device that determines the highest estimated cost index among the estimated cost indices corresponding to a time segment in which engine power generation is performed as the reference cost index at a time point exceeding the time point. In any one of Claims 2-4,
The cost index is a difference between a fuel consumption amount consumed by the engine when the rotating electrical machine travels without generating and driving and a fuel consumption amount consumed by the engine when traveling while performing the engine power generation. Is a value obtained by dividing the power by the power generated by engine power generation. In any one of Claims 2-5,
In the engine power generation, a minimum value of the cost index is obtained based on a preset correspondence relationship indicating a change in the cost index with respect to a change in power generated in the engine power generation, and corresponds to the minimum value of the cost index. A control apparatus for a hybrid vehicle, characterized by generating electric power. In any one of Claims 1-6,
A hybrid vehicle control device that notifies a vehicle driver whether to execute the electric drive priority mode or the electric drive / power generation combined mode. In any one of Claims 1-7,
The external charging energy calculating means subtracts the electric power from the external charging energy when the electric power of the in-vehicle battery is used to cause the rotating electric machine to generate driving power, and when regenerative braking is performed, A hybrid vehicle control device that sequentially updates the external charging energy while the vehicle is running by adding electric power corresponding to braking power to the external charging energy.

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